Berlin Tegel "Otto Lilienthal" Airport is the main international airport in Berlin, Germany. It lies in Tegel, a section of the northern borough of Reinickendorf, north of the city of Berlin. Tegel Airport is notable for its hexagonal terminal building around an open square, which makes for walking distances as short as from the aircraft to the terminal exit. In 2008, the airport served over 14,530,000 passengers, making it by far the biggest airport serving Berlin. The airport is scheduled to close in 2012, six months after the completion of the new Berlin-Brandenburg International Airport that is slated to handle all commercial flights to and from Berlin. [35841]

Tegel Airport serves as hub for Air Berlin, and as focus city for Lufthansa. Additionally, it is the most important base for the charter business of Germania. The two dominant operators, Air Berlin and Lufthansa, each handle around 30 percent of the scheduled commercial flights.

History

Cold War era

During the Berlin Airlift in 1948 what was then the longest runway in Europe (2,428 m) was built on a 1930s rocket research site at Tegel in what used to be West Berlin's French sector in the days prior to Germany's reunification.

West Berlin's special legal status during the Cold War era (8 May 1945 – 2 October 1990) meant that all air traffic to and from the Western half of Germany's divided former and present capital was restricted to the airlines of the three Western victorious powers of World War II, i.e. only those headquartered in the US, UK and France. In addition, all flightdeck crew, i.e. pilots, flight engineers and navigators, flying aircraft into and out of West Berlin through the Allied air corridors were required to hold American, British or French passports.

Air France was the first airline to commence regular commercial operations at Tegel on 2 January 1960. The airline decided to transfer its operations from Tempelhof Airport to Tegel because the former airport's runways were too short to handle first generation jet aircraft such as the Aérospatiale Caravelle, Boeing 707, de Havilland Comet and Douglas DC-8 without payload or range restrictions.

Pan Am became the second airline to commence year-round, scheduled operations at Tegel Airport when it launched a thrice-weekly service from New York JFK in May 1964. This service was operated with Boeing 707s or Douglas DC-8s, which could not operate from Tempelhof - the airline's West Berlin base at the time - with a viable payload. The service routed either through Glasgow Prestwick in Scotland or Shannon, Ireland. It ceased in October 1971.



From 1966 until 1968 UK independent Lloyd International was contracted by Neckermann und Reisen, the tour operator of West German mail-order concern Neckermann, to launch a series of inclusive tour (IT) flights from Tegel. These flights were operated with Bristol Britannia turboprops.[35842] They served principal European holiday resorts in the Mediterranean and the Canary Islands.

From April 1968 all non-scheduled services, i.e. primarily the rapidly growing number of IT holiday flights that several independent UK airlines as well as a number of US supplemental carriers had mainly operated from Tempelhof since the early 1960s under contract to West Berlin's leading package tour operators, were concentrated at Tegel to alleviate increasing congestion at the former airport and to make better use of the latter. (At the time Tegel was underutilised.) A new passenger handling facility exclusively dedicated to charter airline passengers was opened to accommodate the additional traffic. Both this facility (a wooden shed) and the original terminal used by Air France's and Pan Am's scheduled passengers (a pre-fabricated shed) were located at the airport's north side. Following the transfer of all charter traffic to Tegel, Channel Airways, Dan-Air Services, Laker Airways and Modern Air Transport began stationing several of their jets at the airport. Channel Airways' collapse in early 1972 provided the impetus for Dan-Air to take over the failed carrier's charter contracts and to expand its own operations at Tegel. (Dan-Air, one of Britain's foremost wholly privately owned, independent airlines during the 1970s and '80s, eventually became the third-biggest operator at Tegel Airport, ahead of Air France. In addition to firmly establishing itself as the airport's and West Berlin's leading charter airline, it also operated scheduled services linking Tegel with Amsterdam Schiphol, Saarbrücken and London Gatwick, its main operating base. By the time that airline was taken over by British Airways at the end of October 1992, it had served Tegel Airport for a quarter of a century.) Modern Air's departure in October 1974 coincided with Aeroamerica's arrival. That carrier's departure following the end of the 1979 summer season was followed by Air Berlin USA's arrival. Laker Airways' decision to replace its Tegel-based BAC One-Eleven fleet with one of its newly acquired Airbus A300 B4 widebodies from the 1981 summer season resulted in Monarch Airlines taking over that airline's long-standing charter contract with Flug-Union Berlin, one of West Berlin's leading contemporary tour operators. (Several years later, Monarch Airlines provided the aircraft as well as the flightdeck crew and maintenance support for Euroberlin France, a Tegel-based scheduled airline headquartered in Paris, France. Euroberlin was jointly owned by Air France and Lufthansa, with the former holding a 51% majority stake, thereby making it a French legal entity and enabling it to conduct commercial airline operations in West Berlin.)

Other airlines operating regular services to/from Tegel Airport during the Cold War era included:

• Court Line Aviation – a major independent British airline of the early 1970s that served Berlin Tegel with a series of regular charter flights from its base at London Luton Airport and Paris Le Bourget Airport between 1970 and 1974 under contract to the students travel company of Berlin's Technical University.

• Touraine Air Transport – a French regional airline serving Berlin Tegel from Saarbrücken several times a day on a year-round basis from late 1978 until early 1984.

• Berlin European UK – a Berlin-based UK regional airline founded in 1986 as Berlin Regional UK by a former British Airways general manager for that airline's Berlin operation to begin domestic and international regional scheduled services to destinations not served by any of West Berlin's contemporary scheduled operators from April 1987, utilising British Aerospace Jetstream commuter turboprop planes.

• TWA – the other major US flag carrier of that era served both Brussels (from 2 August 1987 ) and Frankfurt Rhein-Main Airport (from 1989 ) from Berlin Tegel twice daily.

• Pan Am Express – the regional commuter arm of Pan Am began operating from Berlin Tegel in November 1987 with two Avions de Transport Régional ATR-42 commuter turboprops. It operated year-round scheduled services to secondary and tertiary destinations that could not be viably served with Pan Am's Tegel-based "mainline" fleet of Boeing 727-200 Advanced and Airbus A310s. These included Basle, Bremen, Dortmund, Hanover, Innsbruck, Kassel, Kiel, Milan, Salzburg, Stockholm and Vienna. In addition, Pan Am Express also helped Pan Am increase the number of flights on some of the other scheduled routes it used to serve from Berlin such as Tegel-Zürich by operating additional off-peak frequencies.

In addition to the aforementioned airlines, a host of others—mainly British independents and US supplementals—were frequent visitors to Berlin Tegel, especially during the early 1970s. These included Britannia Airways, British Airtours, British United, Caledonian, Caledonian/BUA / British Caledonian, Capitol International Airways, Overseas National Airways, Saturn Airways, Trans International Airlines, Transamerica Airlines and World Airways. Furthermore, during the early '70s both Pan Am and TWA used to operate regular Advanced Booking Charter (ABC) flights from Tegel to the USA as well. During that period the airport scene at Berlin Tegel could be very colourful, with Air France Caravelles, the UK independents' BAC One-Elevens, de Havilland Comets and Hawker Siddeley Tridents as well as the US supplementals' Boeing 707s, Convair Coronados and Douglas DC-8s congregating on its ramp. During 1974 alone 22 airlines were operating at Tegel Airport.

The airport's current main, hexagonally shaped terminal building, which is located at the airport's south side, became operational on 1 November 1974. A British Airways Lockheed L-1011 Tristar 1, a Laker Airways McDonnell Douglas DC-10-10, a Pan Am Boeing 747-100 and an Air France Airbus A300 B2 were among the widebodied aircraft specially flown in on that day for the inauguration of the new terminal building. Dan-Air operated the first commercial flight to arrive at the airport's new terminal at 06.00 a.m. local time with a BAC One-Eleven that was in-bound from Tenerife.

Following Pan Am's and British Airways' move from Tempelhof to Tegel on 1 September 1975, the latter replaced Tempelhof as the main airport of West Berlin.

Post-reunification era

Following Germany's reunification on 3 October 1990, all access restrictions to the former West Berlin airports were lifted.

Lufthansa resumed flights to Berlin on 28 October 1990, initially operating twelve daily pairs of flights on a limited number of routes, including Tegel-Cologne, Tegel-Frankfurt and Tegel-London Gatwick. To facilitate the German flag carrier's resumption of services from/to Berlin, it purchased Pan Am's Internal German Services (IGS) division for US$150m. This included Pan Am's internal German traffic rights as well as its gates and slots at Tegel. This agreement, under which Lufthansa contracted up to seven of Pan Am's Tegel-based Boeing 727-200 Advs operated by that airline's flightdeck and cabin crews to ply its scheduled routes to Munich, Nuremberg and Stuttgart until mid-1991, also facilitated Pan Am's orderly exit from the internal German air transport market after 40 years' uninterrupted service as EU legislation prevented it from participating in the EU/EEA's internal air transport market as a non-EU/EEA headquartered carrier. However, Pan Am continued operating its daily non-stop Tegel-JFK service until Delta Air Lines assumed most of Pan Am's transatlantic scheduled services during 1991. Pan Am Express, which was not included in Pan Am's IGS sale to Lufthansa, continued operating all of its domestic and international regional scheduled routes from Tegel as an independent legal entity until its acquisition by TWA in 1991. Following TWA's takeover of Pan Am Express, the former Pan Am Express Berlin operations were closed. Until December 1994, Lufthansa also contracted Euroberlin to operate some of its internal German flights from its new Tegel base, making use of that airline's gates and slots at Tegel as well.

As a US-registered airline Air Berlin found itself in the same situation as Pan Am following German reunification. It chose to reconstitute itself as a German company.

These were the days when liberalisation of the EU/EEA internal air transport market was still in progress and when domestic traffic rights were reserved for each member country's own airlines. The German government therefore insisted that all non-German EU/EEA carriers either withdraw their internal German scheduled services from Berlin or transfer them to majority German-owned subsidiaries by the end of 1992. It also wanted the bulk of all charter flights from Berlin to be operated by German airlines. These measures were squarely aimed at UK carriers with a major presence in the internal German air transport market from Berlin as well as the city's charter market, specifically British Airways and Dan-Air. Lufthansa and other German airlines reportedly lobbied their government to curtail BA's and Dan-Air's activities in Berlin, arguing that German airlines enjoyed no equivalent rights in the UK. This resulted in BA taking a 49% stake in Friedrichshafen-based German regional airline Delta Air, renaming it Deutsche BA and transferring its internal German traffic rights to the new airline. BA also replaced the commuter aircraft Deutsche BA had inherited from Delta Air with new Boeing 737-300s. These in turn replaced the Boeing 737-200 Advs and BAe ATP airliners BA had used on its internal German scheduled services from Berlin. At the time of German reunification Dan-Air had five aircraft permanently stationed at Berlin Tegel, comprising three Boeing 737s (one -400, one -300 and one -200 Adv) and two HS 748s. The former were used to fly Berlin-based holidaymakers to overseas holiday destinations on IT flights under contract to German package tour operators. The latter operated the airline's scheduled routes from Tegel to Amsterdam and Saarbrücken. Dan-Air discontinued its charter operations from Berlin on behalf of German tour operators at the end of the 1990/'91 winter season and replaced the aging 748 turboprop it had used on its Amsterdam schedule since the mid-1980s with larger, more advanced BAe 146 100 series jet equipment. It also introduced new direct scheduled air links from Berlin to Manchester and Newcastle via Amsterdam. The Saarbrücken route was withdrawn at the end of the 1991 summer season, while the Amsterdam route was gradually taken over by NLM Cityhopper, the contemporary regional arm of Dutch flag carrier KLM. This reduced Dan-Air's presence in Berlin to a single daily scheduled service as well as up to four weekly charter flights linking the airline's Gatwick base with its former overseas base at Tegel, which were operated by Gatwick-based aircraft and crews until the firm's takeover by BA at the end of October 1992. The restructuring of Dan-Air's long-established Berlin operation was not only the result of political changes. It was also driven by its own corporate restructuring, which aimed to refocus the airline as a Gatwick-based short-haul "mainline" scheduled operator and involved phasing out its smaller aircraft and thinner routes.

Other airlines that commenced/resumed scheduled operations from Berlin Tegel at the beginning of the post-reunification era included Aero Lloyd, Alitalia, American Airlines, Austrian Airlines, SAS Eurolink, Swissair and TWA.

Aero Lloyd, Germania and Condor Berlin began operating charter flights from Berlin Tegel during that period.

Statistics

Busiest routes from TXL by weekly departures (July 2009) [35843] City Airport Departures 1 Munich Munich Airport 133 2 Frankfurt Frankfurt Airport 113 3 Cologne Cologne Bonn Airport 93 4 Stuttgart Stuttgart Airport 83 5 Düsseldorf Düsseldorf International Airport 82 6 Vienna Vienna International Airport 68 7 London London Heathrow Airport 63 8 Zürich Zürich Airport 62 9 Paris Paris-Charles de Gaulle Airport 51 10 Nuremberg Nuremberg Airport 47

Berlin-Tegel Airport – Traffic Information Year Passengers Freight [[[Tonne (Einheit)|t]]] ! Post [[[Tonne (Einheit)|t]]] Traffic 1991 6,715,402 13,585 16,002 120,344 1992 6,641,634 16,493 18,705 96,896 1993 7,000,168 16,060 17,672 90,750 1994 7,234,345 16,625 16,869 93,103 1995 8,186,512 17,131 16,229 112,521 1996 8,298,736 17,836 17,525 117,247 1997 8,622,359 19,043 16,465 117,495 1998 8,810,476 15,183 15,639 115,092 1999 9,543,437 15,349 15,887 118,188 2000 10,268,325 17,096 26,792 127,668 2001 9,863,870 17,578 15,977 125,484 2002 9,055,002 13,787 14,258 111,334 2003 11,055,303 12,800 4,665 134,395 2004 11,014,062 12,009 8,044 131,875 2005 11,500,454 11,246 3,125 137,288 2006 11,787,960 13,490 5,522 134,322 2007 13,510,188 14,830 4,823 145,423 2008 14,486,610 28,427 5,142 161,237

Public transport

The airport is connected to the public transport network of Berlin by buses, which in turn connect the airport to the U-Bahn and S-Bahn, as well as to Regional Express trains and long distance trains. [35844]

• The JetExpress TXL bus runs to Beusselstraße S-Bahn station (10 minutes approximate running time), Berlin Hauptbahnhof, the main train station (20 minutes), Unter den Linden, and Alexanderplatz (40 minutes). This is not an express dedicated bus service and takes many passengers traveling within the city as well as passengers bound for the airport.
• The X9 express bus runs to Jakob-Kaiser Platz U-Bahn station (5 minutes), Jungfernheide S-Bahn and Regional Express station (10 minutes), and Zoologischer Garten U-Bahn/S-Bahn/Regional Express station (20 minutes).
• The 109 bus runs to Jakob-Kaiser Platz U-Bahn station (5 minutes), Charlottenburg S-Bahn and Regional Express station (20 minutes), and Zoologischer Garten U-Bahn/S-Bahn/Regional Express station (30 minutes).
• The 128 bus runs to Kurt-Schumacher-Platz U-Bahn station (10 minutes) and Osloer Straße U-Bahn station (25 minutes).

All buses are operated by BVG, thus fares are the same on all routes for a single ticket valid for two hours within the whole public transport network of Berlin, as of April 2009). Tickets can be bought at the information counter in the main building, at ticket machines directly at the bus stop and from the bus driver.

The Alt-Tegel U-Bahn station and Tegel S-Bahn station do not serve Tegel Airport, but the Tegel quarter of Berlin. An U-Bahn station directly serving the airport had been planned since 1960s but was never built.

Terminals

Tegel airport consists of four terminals. As the airport is small compared to other major airports, these terminals might be regarded as "halls" or "boarding areas"; nevertheless, they are officially referred to as "terminals".

• The main building is the original part of the airport. It consists of two parts:
  • Terminal A is a hexagon-shaped ring concourse with a parking area, taxi stands and bus stops in its middle. It features 14 jetway bridges (all other terminal feature movable stairs for boarding) which correspond to 16 respective check-in counters (A00–A15), with jetways 1 and 14 each serving two check-in counters. There is no transit zone, which means that each gate has its own security clearance checkpoint and exit for arriving passengers. Therefore, direct flight connections are not possible. All major airlines arrive and depart here (especially "prestigious" flights like intercontinental services or flights to the busy European hub airports). The whole rooftop works as a visitor platform .
  • Terminal B (also called "Nebel-Hall" after German spaceflight pioneer Rudolf Nebel) is a converted former waiting area in a side wing of the main building (check-in counters B20–B39). There is only one bus-boarding aircraft stand directly serving it.
• Terminal C was opened in May 2007 as a temporary solution (as the airport is scheduled for closure in 2012) because all other terminals were full to capacity. It is largely used by Air Berlin, which gave it the name Air-Berlin-Terminal. It features 19 check-in counters (C40–C58) and 8 bus-boarding aircraft stands. From 2008 until August 2009, 5 additional aircraft stands were constructed and the building was expanded by approximately 50 percent of its original size, in order to handle another 1.5 million passengers per year. The extended terminal now houses a transit zone for connecting passengers (which did not exist at any other terminal). Due to noise protection treaties, the overall number of aircraft stands at Tegel airport is restricted, thus aircraft stands on the apron (serving Terminals A and D) had to be removed for compensation.
• Terminal D, a converted car park, was opened in 2001. It features 22 check-in counters (D70–D91), with one bus-boarding gate and two walk-boarding gates. Most passengers of airlines operating smaller aircraft (especially Lufthansa Regional) are brought to the remote aircraft stands by bus from here. Terminal D is the only part of the airport that remains open all night long. The lower level arrival area is called Terminal E.

Tegel Airport was originally planned to have a second hexagonal terminal like the main building.Original designs for the airport by Gerkan, Marg und Partner: documentation of the 1^st location conference on the future of TXL. Text in German, the designs are shown on page 21. The second terminal ring was never built because of Berlin Municipal budgetary constraints and the post-reunification decision to replace the former West Berlin airports with the new Berlin-Brandenburg International Airport.

Image:Airport Berlin Tegel01.JPG|Main buildingFile:Flughafen Tegel Luftseite.jpg|Terminal A and B (airside)File:TXL 2007-09-07 TerminalC 1.jpg|Terminal CFile:TXL 2008-03-05 Terminal D.jpg|Terminal D (airside)

Late night check-in

The following airlines offer a dedicated evening early check-in service:

• Air Berlin: from 18:00 to 21:00 in Terminal C for all flights departing the following day. [35845]
• Lufthansa: from 18:00 to 21:00 in Terminal D for all flights departing until 11:00 on the following day (except for transatlantic flights operated by a US-based airline and flights to Israel). [35846]
• TUIfly: from 18:00 to 20:00 in Terminal D for all flights departing until 12:00 on the following day (except for flights to Israel). [35847]

Airlines and destinations

Cargo airlines

Accidents and incidents

There are no recorded accidents or incidents involving commercial airline operations at Berlin Tegel itself. However, two commercial flights, one of which was due to arrive at Tegel Airport and the other which had departed the airport, were involved in fatal accidents. These accidents are listed below:

• On 15 November 1966 a Pan Am Boeing 727-21 (registration N317PA) operating the return leg of the airline's daily cargo flight from Berlin to Frankfurt Rhein-Main Airport (flight number PA 708) was due to land that night at Tegel Airport, rather than Tempelhof, due to runway resurfacing work taking place at that time at the latter. Berlin Control had cleared flight 708 for an ILS approach to Tegel Airport's runway 08, soon after the crew had begun its descent from FL090 to FL030 before entering the southwest air corridor over East Germany on the last stretch of its journey to Berlin. The aircraft impacted the ground near Dallgow, East Germany, almost immediately after the crew had acknowledged further instructions received from Berlin Control, just ten miles from Tegel Airport. All three crew members lost their lives in this accident. Visibility was poor, and it was snowing at the time of the accident. Following the accident, the Soviet military authorities in East Germany returned only half of the aircraft's wreckage to their US counterparts in West Berlin. This excluded vital parts, such as the FDR, the CVR as well as the plane's flight control systems, its navigation and communication equipment. The subsequent NTSB investigation report concluded that the aircraft's descent below its altitude clearance limit was the accident's probable cause. However, the NTSB was unable to establish the factors that had caused the crew to descend below its cleared minimum altitude.[35848]

• On 24 November 2001 a Crossair Avro RJ100 (registration: HB-IXM) operating flight LX 3597 from Berlin Tegel to Zürich on behalf of Swiss International Air Lines crashed during a night time approach to Zürich's Kloten Airport, killing 24 of the aircraft's 33 occupants (three out of five crew members and 21 out of 28 passengers).[35849]

• Between 1969 and 1982 Berlin Tegel was the destination of several aircraft hijackings involving LOT Polish Airlines domestic flights within Poland. These hijackings were carried out by Polish citizens dissatisfied with life behind the Iron Curtain. The hijackings themselves were a means of forcing the authorities in communist Poland to let the hijackers emigrate to the West. Once the aircraft had landed at Tegel, the French military authorities in charge of the airport during the Cold War era let the hijackers and anyone else who did not wish to return to Poland disembark and claim political asylum in West Berlin. The aircraft, its crew and those passengers who did not want to disembark were subsequently returned to Poland.[35850]

Notes

1. Berlin Tegel Airport History, Berlin Tegel, AIRwise
2. Berlin Airport Company, Monthly Timetable Booklets for Berlin Tempelhof and Berlin Tegel Airports, Berlin Airport Company, West Berlin, various editions April 1968 - October 1990
3. Berlin Airport Company - Special Report on Air France's 25th Anniversary at Berlin Tegel, March 1985 Monthly Timetable Booklet for Berlin Tempelhof and Berlin Tegel Airports, Berlin Airport Company, West Berlin, 1985
4. Hot route in the Cold War, Friday, July 3, 1964
5. Pan American and its 727s, Air Transport …, Flight International, 1 April 1965, p. 482
6. Berlin Airport Company, June 1964 and October 1971 Monthly Timetable Booklets for Berlin Tempelhof and Berlin Tegel Airports, Berlin Airport Company, West Berlin, 1964 and 1971
7. Lloyd's West German IT deal, Flight International, 3 March 1966, p. 339
8. Berlin Airport Company, April and August 1968 Monthly Timetable Booklets for Berlin Tempelhof and Berlin Tegel Airports, Berlin Airport Company, West Berlin, 1968
9. Berlin Airport Company, April 1972 Monthly Timetable Booklet for Berlin Tempelhof and Berlin Tegel Airports, Berlin Airport Company, West Berlin, 1972
10. Berlin Airport Company, April 1981, January 1984, April 1990 and November 1992 Monthly Timetable Booklets for Berlin Tempelhof and Berlin Tegel Airports, Berlin Airport Company, West Berlin, 1981, 1984, 1990, 1992
11. Kompass - various editions, Dan Air Services Ltd., West Berlin, 1976-1986
12. Berlin Airport Company, October 1974 Monthly Timetable Booklet for Berlin Tempelhof and Berlin Tegel Airports, Berlin Airport Company, West Berlin, 1974
13. Air Transport, Flight International, 7 November 1974, p. 628
14. Berlin Airport Company, April 1980 Monthly Timetable Booklet for Berlin Tempelhof and Berlin Tegel Airports, Berlin Airport Company, West Berlin, 1980
15. Sir Freddie on brink of European legal action, Air Transport, Flight International, 7 March 1981, p. 612
16. New operators for Boeing 737, Flight International, 18 October 1980, p. 1493
17. Berlin Airport Company, April 1981 Monthly Timetable Booklet for Berlin Tempelhof and Berlin Tegel Airports, Berlin Airport Company, West Berlin, 1981
18. Berlin Airport Company, October 1987 Monthly Timetable Booklet for Berlin Tempelhof and Berlin Tegel Airports, Berlin Airport Company, West Berlin, 1987
19. Berlin Airport Company, April 1974 Monthly Timetable Booklet for Berlin Tempelhof and Berlin Tegel Airports, Berlin Airport Company, West Berlin, 1974
20. Berlin Airport Company, November 1978 and January 1984 Monthly Timetable Booklets for Berlin Tempelhof and Berlin Tegel Airports, Berlin Airport Company, West Berlin, 1978 and 1984
21. Berlin Regional service to start, Flight International, 14 June 1986, p. 6
22. Berlin Airport Company, April 1987 Monthly Timetable Booklets for Berlin Tempelhof and Berlin Tegel Airports, Berlin Airport Company, West Berlin, 1987
23. Berlin's commuter market grows, Flight International, 2 April 1988, pp. 6, 8
24. Berlin Airport Company, July 1987 Monthly Timetable Booklets for Berlin Tempelhof and Berlin Tegel Airports, Berlin Airport Company, West Berlin, 1987
25. The battle for Berlin, Flight International, 23 April 1988, pp. 19-21
26. Berlin Airport Company, April 1989 Monthly Timetable Booklets for Berlin Tempelhof and Berlin Tegel Airports, Berlin Airport Company, West Berlin, 1989
27. Berlin Airport Company – Summary of 1974 Annual Report, February 1975 Monthly Timetable Booklet for Berlin Tempelhof and Berlin Tegel Airports, Berlin Airport Company, West Berlin, 1975
28. Hansa Jet for Berlin flights, Air Transport ... Light Commercial & Business, Flight International, 29 January 1970, p. 149
29. Berlin Airport Company - News, December 1974 Monthly Timetable Booklet for Berlin Tempelhof and Berlin Tegel Airports, Berlin Airport Company, West Berlin, 1974
30. Berlin Airport Company, September and October 1975 Monthly Timetable Booklets for Berlin Tempelhof and Berlin Tegel Airports, Berlin Airport Company, West Berlin, 1975
31. East is West and West is ...?, Comment, Flight International, 26 September-2 October 1990, p. 3
32. Berlin Return boosts Lufthansa’s bid for Interflug, Operations: Air Transport, Flight International, 7-13 November 1990, p. 10
33. BA stays in Germany by buying into Delta Air, Headlines, Flight International, 25-31 March 1992, p. 4
34. Challenging Germany's Goliath, Flight International, 24-30 March 1995, p.42
35. Challenging Germany's Goliath, Fleet Strategy, Flight International, 24-30 March 1995, p.43
36. Chairman's progress report on implementation of Dan-Air's scheduled service strategy, James, D.N., 1991 EGM, Gatwick Hilton Hotel, October 1991
37. Dan-Air 1990/'91 Winter Timetable, Dan Air Services Ltd., October 1990
38. Berlin Airport Company, November 1990 Monthly Timetable Booklet for Berlin Tempelhof and Berlin Tegel Airports, Berlin Airport Company, Berlin, 1990
39. Dan-Air 1991/'92 Winter Timetable, Dan Air Services Ltd., October 1991
40. Berlin Airport Company, October 1991 Monthly Timetable Booklet for Berlin Tempelhof and Berlin Tegel Airports, Berlin Airport Company, Berlin, 1991
41. Dan-Air 1992 Summer Timetable, Dan Air Services Ltd., March 1992[1]
42. Berlin Airport Company, April and October 1992 Monthly Timetable Booklets for Berlin Tempelhof and Berlin Tegel Airports, Berlin Airport Company, Berlin, 1992
43. Scheduled Transition, Flight International, 6-12 June 1990, p. 34
44. Berlin Airport Company, October 1990 Monthly Timetable Booklet for Berlin Tempelhof and Berlin Tegel Airports, Berlin Airport Company, West Berlin, 1990
45. Berlin Airport Company, March 1991 Monthly Timetable Booklet for Berlin Tempelhof and Berlin Tegel Airports, Berlin Airport Company, Berlin, 1991
46. Tegel Airport visitor platform
47. [2]
48. [3]
49. 727 crash cause uncertain, Air Transport ..., Flight International, 18 July 1968, p. 92
50. To extradite or not?, Air Transport ..., Flight International, 30 October 1969, p. 654

References

• (various backdated issues relating to commercial air transport at Berlin Tegel during the Allied period from 2 January 1960 until 2 October 1990)

• (October 1990 until December 1994)

External links

• Berlin Tegel Airport Homepage
• local public transportation map (PDF)